Automatic controlling mechanism for automobiles, trucks, trailers and the like



' 1,636,064 July 19,1927. MOXLEY AUTOMATIC CONTROLLING MECHANISM FOR AUTOMOBILES, 'raucxs,

TRAILERS, AND THE LIKE v Filed July 30. 1926 2 Sheets-Sheet 1 attormq S July '19, 1921. 1. 36.964

W M MOXLEY AUTOMATIC CONTROLLING 'MEc'HAu sM FOR AUTOMOBILES, TRuKs,

, TRAILERS, AND THE LIKE Filed July 50. 1926 2 Sheets-Sheet 2 Patented July 19, 1927.

UNITED STATES WILLIAM M1 MOXLEY, OEIYLARCELINE, MISSOURI.

AUTOMATIC CONTROLLING MECHANISM FOR AUTOMOBILES, TRUCKS, TRAILERS. AND

THE

LIKE.

Application filcd July 30, 1926. Serial No. 125,982.

This invention relates to an automatic controlling mechanism for automobiles, trucks, trailers and the like'and it has for its object to provide a simple and inexpensive mechanism so constructed and arranged that when the vehicle reaches. a predetermined degree of speed, the fuel supply to the same will be cut off and if the speed of the vehicle increases beyond the point at which the fuel is cut off, such further increase in speed will result in an application of the brakes.

Further objects and advantages of the invention will be set forth in the detailed description which follows.

In the accompanying drawing Fig. 1 is a diagrammatic plan view of a part of a motor driven vehicle having the invention applied thereto. v

Fig. 2 is a detailed sectional view of the governor actuated control valve.

Fig. 3 is a fragmentary'sectional view of a part of the control valve showing thesame in the position it occupies after the brakes have been applied.

Fig. 4 is a transverse sectional view upon line 4-4 of Fig. 2.

Fig. 5 is a sectional view through'the pressure actuated fuel cut-off valve, hereinafter described, and

Fig. 6 is a detail viewof the slide valve hereinafter described. 1

Fig. 7 is a plan view of the valve seat.

Like numerals designate corresponding parts in all of the figures of the drawing.

Referringto the drawing, 5 designates the chassis and '6 the supporting wheels of a -motor vehicle. The engine of .the vehicle is indicated at 7 and its usual longitudinally extending drive shaft is indicated at- 8. The usual rear wheel brakes 9 of the vehicle may be actuated by connecting rods 10 and cranks 11, from a-rock shaft 12, said rock shaft in turn being actuated by a crank 13, and pisr611 rod 14, of a brake cylinder 15. The brake cylinder is provided with a relief or safety valve 16. A carburetor of conventional type is associated with the motor 7 and is designated 17. A-pressure controlled fuel valve 18, more particularly described later on, isj-associated with the ca-rburetor and is connected by a pipe 19 with the casing 20 of a' governor controlled valve 21. This governorcontrolled valve is preferably associated with and driven from the longitudinal drive shaft 8; Casing 20 of the-governor controlled valve is connected by a pipe 22 with an air reservoir 23. the latter being provided with a safety valve 2 1.. This air reservoir receives its supply of air through a conduit 25, which leads from an engine driven aircompressor or puinp26.

I, wish itto be understood that the invention is not limited to any particular type of air compressor. It isquite common to associateair compressors with the motors of motorvehicles. This is usually done for tire inflation purposes and it has resulted in placing upon the market available types of conventional air compressors adapted to be driven directly by the motors of motor vehicles. I contemplate using any suitable motor for my purposes. Some of these motors 'are constructed to be automatically cutout of action after they have compressed the air to a predetermined degree.

A pipe 27 leads from the brake cylinder to the casing 20 of the governor controlled valve 21. A duplex, gauge 28, having the two hands 29 and 30,is connected by the pipes 31 and32 to the brake cylinder line 27 and with the air reservoir line 22, re-- spectively.

The operation of the device is a-sfollows: I

When the motor 7 is started the air C0111- pressor 26 compresses the air to a predetermined degree in the air reservoir 23, it being manifest that the pressure supplied to the reservoir 23 cannot exceed that for which the safety valve 24 is set, even aside from the fact that the compressor 26 may be of the automatic type referred to.

Air ressure from the reservoir 23 passes througii the line 22 to the casing 20 of the governor controlled valve 21. By referring toFig. 2, it will be seen that the main drive shaft 8 carries a bevel gear 35 which meshes 'with a pinion 36 on a governor shaft- 37. Upon a predetermined increase of speed of the vehicle the governor arms 38 fly out-- wardly under the action'ofcentrifugal force and the noses 39 of said arms thrust a plunger 40, endwise, and against a piston 41. When the force exerted by the governor exceeds the force exerted by the pressure of' air upon the top of the piston 41, (it being remembered that the casing 20 is receiving the pressure from the reservoir 23) said lUll piston will move outwardly carrying with it a slide valve 43. The nipple, 22 in Fig.

i with the parts in the position illustrated in duce the speed of body 21 of valve 21 another port 53 formed Fig. 2, the nipples 19 and 27 are both in communication through-the exhaust port27 and channel 46 with an exhaust port formed in the wall of the casing 20 and the slide valve lies in such position as to prevent the passage of any air into the pipes 19 and 27'.v If, however, the speed increases to such an extent as to cause the governor to thrust the piston outwardly or to the.right in Fig. 2, the initial movement of the piston and its stem will move the'valve to uncover the eutrance to nipple 19" permitting the passage of air from casing 20 through the pipe 19 to the cavity 48-01 the'valve 18, (see F g. 5) where it acts upon the diaphragm 49 to move a needle valve 49 against the tension of a spring to close the passage 51, which is a part of the passage'between the float cham-. ber and the needle valve of the carburetor of the engine. This immediately cuts off the supply of fuel to the motor and, normally will bring about such. a reduction in speed of the vehicle as'to insure the object at which the invention is aimed, namely, to

prevent the vehicle from being run above a given rate of speed.

However it may be that if the vehicle is on a down grade its speed will continue to increase even though the fuel. be shut off and in that case continued outward movement of the piston 41 (Fig. 3) under the action of the governor, will result in mov-,

ing: the slide valve 43 to such a position that u I therein toone side of the ports 44 and 45 is brought into alignment v with the nip [lee 27! so that. airmay pass directly from t e casin '20 through the pipe 27'to the lirakecylin er 15, where it will act to apply thebrakes and speedily ,re-

the vehicle to normal.

To. prevent th leakage of air'from casing 20 past piston 41.1 provide said piston with an annular protuberance which isTadapt-f ed. to make air tight. contactwith a rubber 7 between the;

gasket'56 that is held in place and a cap 20 in which the piston 41 movesl It is to be understood that tion of the governor overcomes "Tn-testimony the 'construction shown in the accompanying drawings is merely illustrative. Many refinements of construction will readily suggest themselves in the practical use ot'thc device. Therefore it is to be understood that the invention is not limited to the precise construction shown and described but that it includes within its purview whatever changes fairly come within either the terms or the spirit of the ap pended claims. 4 1

Having described my invention what I claim is:

1 The combination with a motor vehicle, its internal combustion engine and its brake mechanism of a brake cylinder associated with the brake mechanism, a pressure operated shut-off valve for the carburetor of the engine, a controlling valve comprising a casing, a valve in said casing, conduits leading from said casing to the brake cylinder, and to the pressure operated carburetor shut-off valve, a fluid reservoir, a compress- *ing means driven by the motor, connected with the reservoir, a conduit leading from the reservoir to the valve casing, a governor, means for driving said governor mechanism of the motor vehicle and a connection between the governor, and valve its internal'combustion engine and its brake mechanism, of a brake cylinder associated from the with the brake mechanism, a pressure operated shut-ofi valve for the carburetor of the engine, a mechanical governor operated from the en ine, a compressor driven by the engine or creating fluid pressure, a valve controlling the fluid pressure supplied to the brake cylinder an the carburetor controlling valve, a connection between the vernor and the last named valve, includ-. 1n .an element which is moved against the fluid pressure by the action of the governor,

so that thevalve-is moved onlywhen the acthe fluid.

pressure.

whereofI-afiix my signature.

wILLIAM M. MOXLEY. 

